Freeze protection for on-board vehicle emissions treatment system

ABSTRACT

Freeze protection of an on-board emissions treatment substance storage and distribution system in a vehicle includes moving the emissions treatment substance away from a primary fuel/vapor area after filling of the emissions treatment system. In one embodiment an on-board emissions treatment system has a fill tube with a portion extending into a primary fuel fill tube to facilitate co-fueling of the primary fuel and emissions treatment substance. A pressure differential or vacuum is created in the emissions treatment fill tube after filling to move the emissions treatment substance away from a check valve disposed at the terminal end of the fill tube to prevent freezing of the check valve after filling. The emissions treatment substance may be moved out of the co-located portion of the fill tube to an area where passive or active heating of the fill tube may be applied to further reduce susceptibility to freezing.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of commonly owned and co-pending U.S.application Ser. No. 11/163,294 filed Oct. 13, 2005, the disclosure ofwhich is hereby incorporated by reference in its entirety.

BACKGROUND

1. Technical Field

The present disclosure relates to systems and methods for controlling anon-board emissions treatment system of a vehicle.

2. Background Art

Manufacturers of vehicles and internal combustion engines used in avariety of diverse applications are continually striving to improveengine/vehicle fuel economy and performance while reducing emissions.Effective emission control strategies often include control of thecombustion event in addition to various devices that treat the exhaustbefore it reaches the atmosphere. Various types of emission controlsystems introduce one or more substances directly or indirectly to theengine via the fuel supply, air/fuel intake, exhaust, or directly to anengine cylinder or emissions control device, such as a catalyst. Forexample, substances acting as reducing agents or reductants, such asaqueous urea or hydrocarbons (other than fuel) may be used in leanair/fuel ratio engine applications including diesel engines incombination with lean NOx catalysts (or selective catalytic reduction(SCR)) to treat nitrous oxide feedgas emissions. These substancesgenerally require a storage and distribution system separate from theprimary fuel storage and distribution system that must accommodatephysical properties different from the primary fuel, such as being morevulnerable to freezing, for example.

Appropriate positioning of the emissions treatment substance storagereservoir and distribution system next to heat rejecting elements of theengine/vehicle, or an active heating element or device, may be requiredto assure proper operation of the emissions treatment system in extremeenvironments. However, due to the combustibility of the primary fueland/or fuel vapor, these approaches may be problematic in applicationswhere the emissions treatment system and primary fuel supply share acommon space. For example, U.S. Pat. Nos. 6,554,031 and 6,216,755disclose a dispensing system that may be used to simultaneously supply aprimary fuel and an emissions treatment substance through an integratednozzle to respective supply tubes integrated within a common fill tubeor pipe of a vehicle. This process, which may also be referred to asco-fueling, is one example of an application where a portion of theemissions treatment substance system may be susceptible to freezing, andis not amenable to direct heating due to the presence of primary fueland fuel vapor.

SUMMARY

A system and method for controlling an on-board emissions treatmentsubstance storage and distribution system in a vehicle include movingthe emissions treatment substance away from a primary fuel/vapor areaafter filling of the emissions treatment system.

Embodiments of the present disclosure include an on-board emissionstreatment system having a fill tube with a portion extending into aprimary fuel fill pipe to facilitate co-fueling of the primary fuel andemissions treatment substance. A pressure differential or vacuum iscreated in the emissions treatment fill tube after filling to move theemissions treatment substance away from a check valve disposed at theterminal end of the fill tube to prevent freezing of the check valveafter filling. The emissions treatment substance may be moved out of theco-located portion of the fill tube to an area where passive or activeheating of the fill tube may be applied to further reduce susceptibilityto freezing, or to thaw areas that may freeze during long exposures toextreme cold without operating the system. In one embodiment, theon-board emissions-treatment system includes a bladder-accumulatorstorage reservoir to store aqueous urea. An air pump operates to createnegative pressure within the storage tank after filling so that thebladder expands drawing air into the urea fill tube and moving the ureaaway from the check valve. The air pump is subsequently used to create apositive pressure within the urea storage tank that acts on the bladderto deliver urea to an emissions treatment device, such as a lean NOxcatalyst.

The present disclosure provides a number of advantages. For example, thepresent disclosure moves the emissions treatment substance away from thefilling area after filling to reduce freezing susceptibility of thesubstance within the fill tube and associated fill tube components, suchas a check valve, for example. The present disclosure does not requireheating of the emissions treatment substance to reduce the possibilityof freezing of fill-related components. For applications that includeheating of the emissions treatment substance, the present disclosuremoves the emissions treatment substance away from the primary fuel/vaporarea to an area where it can be passively or actively heated to furtherreduce the possibility of freezing while eliminating the possibility ofheating the primary fuel to avoid additional fuel vaporization.

The above advantages and other advantages and features will be readilyapparent from the following detailed description of the preferredembodiments when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram illustrating one embodiment of a system ormethod for controlling an on-board vehicle emissions treatment systemaccording to the present disclosure; and

FIG. 2 is flow chart illustrating operation of a system or method forcontrolling an on-board emissions treatment system according to thepresent disclosure.

DETAILED DESCRIPTION

As those of ordinary skill in the art will understand, various featuresof the present disclosure as illustrated and described with reference toany one of the Figures may be combined with features illustrated in oneor more other Figures to produce embodiments of the present disclosurethat are not explicitly illustrated or described. The combinations offeatures illustrated provide representative embodiments for typicalapplications. However, various combinations and modifications of thefeatures consistent with the teachings of the present disclosure may bedesired for particular applications or implementations.

Referring now to FIG. 1, a block diagram illustrating one embodiment ofa system or method for controlling an on-board vehicle emissionstreatment system according to the present disclosure is shown. System 10includes a primary fluid storage and distribution system 12 and asecondary fluid storage and distribution system 14 that are mounted on avehicle (not shown). In one representative application, primary fluidsystem 12 is used for storage and distribution of fuel used to power aninternal combustion engine and secondary fluid system 14 is used forstorage and distribution of an emissions treatment substance. As anexample, primary fluid system 12 may be used to store diesel fuel for acompression ignition engine and secondary fluid system 14 may be used tostore an emissions treatment substance, which may include, but is notlimited to various reducing agents or reductants such as aqueous urea,hydrocarbons (other than the primary fuel), etc. Primary fluid system 12includes a primary fluid storage tank 18 for storing primary fluid 20.Primary tank 18 may include a combination valve 22 to provide shutoff ofprimary fluid dispensing provided by a float valve, pressure reliefprovided by a pressure relief valve set at a minimal pressure, spillprevention provided by a gravity valve, and vacuum relief provided by avacuum valve to permit air to enter tank 18 as primary fluid 20 isconsumed. A fill pipe 26 extends between primary storage tank 18 andterminates at a filler neck 28 adapted for receiving a filling nozzle(not shown) and a removable cap 30.

Secondary fluid storage and distribution system 14 includes a secondaryfluid storage tank 40 coupled to a secondary fluid fill tube 42, atleast a portion of which 44 is disposed within primary fluid fill pipe26 to facilitate co-delivery of primary fluid 20 and secondary fluid 50from a common nozzle having corresponding primary and secondary supplytubes. Depending upon the particular application and implementation,secondary fill tube 42 may include a valve 52 located near the end offill tube 42 terminating within filler neck 28. For applications havinga pressurized secondary fluid system 14, valve 52 may be a one-wayvalve, such as a check valve, that operates to allow pressurizedsecondary fluid from the filling nozzle (not shown) to fill secondarytank 40, but prevents secondary fluid from escaping out the terminal endwhen the filling operation is completed. In one exemplary embodiment,valve 52 is implemented by a check valve having a spring acting on aseating element, such as a ball, to maintain a seal when the spring isnot depressed. During co-fueling, the filling nozzle depresses thespring allowing secondary fluid 50 to enter portion 44 of secondary filltube 42. Other types of valves may be used depending upon the particularapplication, including but not limited to mechanically, electrically,magnetically, electromagnetically, or pneumatically actuated valves, forexample.

In the embodiments illustrated in FIG. 1, secondary fluid storage tank40 is a bladder-accumulator type tank having an expandable bladder 60that contains secondary fluid 50 within a rigid tank 62 filled with airor another fluid. However, the present disclosure is independent of theparticular type of storage tank 40. Those of ordinary skill in the artwill recognize that the teachings of the present disclosure may beapplied to pressurized fluid storage systems that do not use abladder-accumulator type storage tank 40. In addition, the presentdisclosure may be applied to systems that are not pressurized, but thatmaintain a fluid in a portion of the fill tube after filling that isundesirable due to subsequent operating conditions.

Pressure control device 64 is coupled to storage tank 40 and is used tomodify or control the pressure within secondary fluid storage anddistribution system 14 according to the present disclosure as describedin greater detail herein. In the illustrated embodiments of FIG. 1,pressure control device 64 includes an air pump 70 that is coupled totank 62 via one or more controllable valves implemented by solenoidcontrolled pressure valve 72 and vacuum valve 74. Other embodiments ofpressure control device 64 may include a single combination valve toselectively couple a pump or other device to tank 62. Similarly,pressure control device 64 may be implemented by one or morecontrollable valves directly connected to secondary fluid storage tank40 to provide controlled venting of tank 40 to atmosphere, for example.

Secondary fluid system 14 may optionally pass through or be containedwithin a heated region, represented generally by reference numeral 80,to reduce susceptibility of secondary fluid 50 to freezing, or to thawfrozen fluid. Heated region 80 may extend nearly to primary fluid fillpipe 26 and may be used to actively or passively heat secondary fluid50. For example, appropriate routing of secondary fluid fill tube 42and/or storage tank 40 near heat rejecting elements of the vehicle suchas the engine, radiator, oil pan, exhaust system, etc. may be used toprovide passive heating. Alternatively, an engine or vehicle fluid orcomponent, represented generally by reference numeral 84, may be routednear one or more components of secondary fluid storage and distributionsystem 14 to provide sufficient heat to keep secondary fluid 50 fromfreezing, or to thaw frozen fluid. For example, automatic transmissionfluid, engine coolant, engine lubricating oil, and the like may berouted proximate fill tube 42 and/or storage tank 40. Depending on theparticular application, the fluid or fluids used for passive heating maybe selectively routed within heating zone 80 only when heating isdesired using appropriate control valves. The freezing temperature forsecondary fluid 50 will vary depending upon the type of emissionstreatment substance and specific formulation. For a representativeapplication using an aqueous solution of urea, freezing may occur atabout minus twelve degrees Celsius (−12° C.). For applications usingactive heating, an electric heating element or similar device, may bepositioned near secondary fill tube 42 away from primary fill pipe 26and energized based on ambient temperature or temperature within apredetermined region or zone of system 14, for example.

System 10 may include one or more optional sensors 76, 78 that maydetect operating conditions used to control secondary fluid system 14.For example, one or both sensors 76, 78 may be used to detect thepresence, pressure, and/or velocity of secondary fluid 50 moving withinsecondary fill tube 42. Similarly, one or more sensors 76, 78 may beused to determine temperature, pressure, or other parameters associatedwith secondary fluid 50 and may be implemented in-line or externallydepending upon the particular application and implementation. As thoseof ordinary skill in the art will appreciate, system 10 includes variousconventional sensors 86 and actuators 88 in addition to thoseillustrated in FIG. 1 to control primary fluid system 12 and secondaryfluid system 14. The sensors and actuators communicate with at least onecontroller 90 that includes a microprocessor 92, also called a centralprocessing unit (CPU), in communication with a memory management unit(MMU) 94. MMU 94 controls movement of data and/or instructions amongvarious computer readable storage media 96 and communicates data to andfrom CPU 92. The computer readable storage media preferably includevolatile and nonvolatile or persistent storage in read-only memory (ROM)98, keep-alive memory (KAM) 100, and random-access memory 102, forexample. KAM 100 may be used to store various engine and/or ambientoperating variables while CPU 92 is powered down.

Computer-readable storage media 96 may be implemented using any of anumber of known memory devices such as PROMs (programmable read-onlymemory), EPROMs (electrically PROM), EEPROMs (electrically erasablePROM), flash memory, or any other electric, magnetic, optical, orcombination memory devices capable of storing data, some of whichrepresent executable instructions, used by CPU 92 in controlling system10. Computer-readable storage media 96 may also include floppy disks,CD-ROMs, hard disks, and the like depending upon the particularapplication. CPU 92 communicates with the sensors and actuators via aninput/output (I/O) interface 104. Interface 104 may be implemented as asingle integrated interface that provides various raw data or signalconditioning, processing, and/or conversion, short-circuit protection,and the like. Alternatively, one or more dedicated hardware or firmwarechips may be used to condition and process particular signals beforebeing supplied to CPU 92. Some controller architectures do not containan MMU 94. If no MMU 94 is employed, CPU 92 manages data and connectsdirectly to ROM 98, KAM 100, and RAM 102. Of course, the presentinvention could utilize more than one controller 90 or more than one CPU92 to provide system control and each controller 90 may contain multipleROM 98, KAM 100, and RAM 102 coupled to MMU 94 or CPU 92 depending uponthe particular application.

In operation, during a filling procedure where primary tank 18 andsecondary tank 40 are at least partially filled with correspondingfluids, filler cap 30 is removed and a co-fueling nozzle (not shown) isinserted into filler neck 28. Valve 52 may be opened by an appropriatesignal, mechanically opened by insertion of the nozzle, or opened bysupply fluid pressure, for example. In one embodiment, valve 52 isimplemented by a spring-loaded check valve and is operated mechanicallyby insertion of the nozzle, which seals a secondary fluid supply tubewithin the nozzle with the terminal end of secondary fluid fill tube 42.Primary fluid flows into primary fill pipe 26 and primary tank 18 whilesecondary fluid begins flowing into fill tube 42 and bladder 60 of tank40. Normally closed pressure valve 74 is actuated by controller 90 tovent tank 62 to atmosphere and allow bladder 60 to expand without acorresponding increase in pressure within tank 62 and bladder 60. Whenbladder 60 (or tank 40 in applications not using a bladder) reaches apredetermined fill level, such as 90%, pressure valve 74 is de-energized(closed) to reapply pressure to tank 40 and stop secondary fluid 50 fromflowing into fill tube 42 from the nozzle. Air pump 70 may also beactuated for a predetermined period of time to increase pressure withintank 40 to stop flow of the secondary fluid into fill tube 42. At thispoint, secondary fluid 50 may be pressurized and remain within fill tube42 surrounding the spring of check valve 52. When the filling nozzle isremoved, valve 52 reseats and prevents secondary fluid 50 from escaping.

After the filling process is completed with tank 40 at least partiallyfilled with secondary fluid 50, controller 90 briefly energizes (opens)normally closed pressure valve 74 to vent tank 62 and reduce pressurewithin bladder 60, which may result in secondary fluid 50 moving awayfrom the terminal end of fill tube 42 toward bladder 60. Controller 90then energizes (closes) normally open vacuum valve 72 and operates airpump 70 to evacuate (i.e. lower the pressure below atmosphere) tank 62,which allows bladder 60 to expand and lowers pressure within secondaryfluid fill tube 42. Pressure may be lowered sufficiently to draw airinto the terminal end of fill tube 42 past valve 52 moving secondaryfluid 50 further away from valve 52 and preferably to a point 110outside of primary fluid fill pipe 26, i.e. beyond portion 44 of filltube 42. Air pump 70 may be operated to move secondary fluid 50 withinheated region 80, which is preferably located away from primary fillpipe 26 to avoid unnecessary vaporization of primary fluid within fillpipe 26. The position of secondary fluid 50 within fill tube 42 may bedetected by one or more sensors 76, 78, or may be estimated based onpressure within fill tube 42, tank 62, or based on the length of timethat air pump 70 is operated. For example, embodiments of system 14 thatdo not include sensors to indicate position of fluid 50 may operate airpump 70 for a predetermined amount of time to move fluid 50 away fromvalve 52 and past the co-located portion 44 of primary and secondaryfill tubes 26, 42, respectively. The amount of time may vary dependingon the particular secondary fluid or emissions treatment substance, thepower of the air pump, and various other considerations. The time periodmay be empirically determined during design and development of thesystem.

After operating pressure reducing device 64 to move secondary fluid 50away from the terminal end of corresponding fill tube 42, controller 90de-energizes normally open vacuum valve 72 and normally closed pressurevalve 74 and operates air pump 70 to pressurize system 14 and facilitatesubsequent delivery of secondary fluid 50 to an emissions treatmentdevice or other device through a corresponding distribution/deliverysystem (not shown). Pressure valve 74 may include an integral airfilter, or may receive filtered air from the vehicle air intake system.During pressurization of system 14, valve 52 is closed and prevents airfrom escaping from fill tube 42 so that secondary fluid does not reachvalve 52. As such, any subsequent freezing of secondary fluid 50 thatmay occur does not adversely impact operation of valve 52 during asubsequent filling.

FIG. 2 is a flow chart illustrating operation of a system or method forcontrolling a secondary fluid storage and distribution system, such asan emissions treatment substance storage and distribution systemaccording to the present disclosure. As those of ordinary skill in theart will appreciate, the diagram of FIG. 2 generally represents acontrol process or logic, some of which may be implemented by any one ormore of a number of known processing strategies such as event-driven,interrupt-driven, multi-tasking, multi-threading, and the like. As such,various steps or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the invention, but is provided for ease of illustrationand description. Although not explicitly illustrated, one of ordinaryskill in the art will recognize that one or more of the illustratedsteps or functions may be repeatedly performed depending upon theparticular processing strategy or implementation.

Steps of the process performed by a controller may be implementedprimarily in software executed by a microprocessor-based controller thatmay be dedicated to controlling the emissions treatment system, or mayalso be used to control the engine and/or vehicle. Of course, thesesteps may be implemented in software, hardware, or a combination ofsoftware and hardware depending upon the particular application. Whenimplemented in software, the control logic is preferably provided in acomputer-readable storage medium having stored data representinginstructions executed by a computer or controller to control the system.The computer-readable storage medium or media may be any of a number ofknown physical devices which utilize electric, magnetic, and/or opticaldevices to temporarily or persistently store executable instructions andassociated calibration information, operating variables, and the like.

Filling of the primary and secondary fluid storage and distributionsystems is detected as represented by block 200 of FIG. 2. Pressurewithin the secondary fluid storage tank is relieved by venting toinitiate the filling process as represented by block 210. Completion ofthe filling process is indicated by block 220. As previously described,the pressure within the secondary fluid storage tank may be maintainedor increased by closing a venting valve or operating an air pump,respectively, to complete the filling process. Those of ordinary skillin the art will appreciate that a filling process does not necessarilyrequire complete filling of the secondary fluid storage tank tocapacity. After the filling process is completed as indicated at 220,secondary fluid is moved away from the terminal end of the filling tubeby reducing pressure within the secondary fluid storage tank asindicated at 230. Pressure may be reduced (or maintained at a reducedlevel) for a predetermined period of time and/or until the secondaryfluid has moved to a predetermined position within the fill tube, suchas away from a primary fluid fill tube or within a heated region, asrepresented by block 240. The reduced pressure draws air into thesecondary fluid fill tube past a valve located near the terminal end ofthe fill tube to prevent the valve from being inoperable if thesecondary fluid freezes.

After the secondary fluid has been moved away from the terminal end ofthe secondary fluid fill tube, and preferably out of the primary fluidfill tube and into a heated region of the system, the secondary fluidstorage tank is pressurized to prepare for subsequent delivery of thesecondary fluid as represented by block 250. For applications havingpassive or active heating of the secondary fluid, block 260 maydetermine whether heating of the secondary fluid is desired. Thedetermination to activate passive or active heating may be made based onvarious system and/or ambient operating conditions. For example,secondary fluid temperature, ambient temperature, fluid pressure at oneor more points within the secondary fluid storage and distributionsystem, etc. In one embodiment, low fluid pressure at an emissionstreatment system dosing valve may indicate that the secondary fluid hasfrozen and that heating of one or more regions is required. When heatingis desired as represented by block 260, the fluid within one or moreheating regions may be heated as represented by block 270.

As such, the present disclosure reduces the potential for freezing ofcomponents in a secondary fluid storage and distribution system bymoving the secondary fluid, which may be used as an emissions treatmentsubstance, away from the co-located filling area after filling. Forapplications using co-fueling of a primary fuel and urea, the inventionprevents formation of urea ice on the spring side of a check valvedisposed near the terminal end of the urea fill tube, which wouldotherwise prevent the check valve from opening and filling of theemissions treatment system.

The present disclosure does not require heating of the emissionstreatment substance to reduce the possibility of freezing offill-related components, such as a valve. However, for applications thatinclude heating of the emissions treatment substance, the presentdisclosure moves the emissions treatment substance away from the primaryfuel/vapor area to an area where it can be passively or actively heatedto further reduce the possibility of freezing while avoiding unnecessaryheating of the primary fuel.

While the best mode for carrying out the invention has been described indetail, those familiar with the art to which this invention relates willrecognize various alternative designs and embodiments for practicing theinvention as defined by the following claims.

1. A system onboard a vehicle for receiving a primary fluid and asecondary fluid from a dispensing system having a nozzle for deliveringthe primary and secondary fluids, the system comprising: a secondaryfluid fill tube having at least a portion disposed within a primaryfluid fill tube, the primary and secondary fluid fill tubes interfacingwith corresponding supply tubes within the nozzle; a primary fluidstorage tank connected to the primary fluid fill tube; a secondary fluidstorage tank connected to the secondary fluid fill tube; a devicecoupled to the secondary fluid storage tank that selectively lowerspressure within the secondary fluid storage tank in response to acommand signal after at least partially filling the secondary fluidstorage tank to move the secondary fluid away from the portion of thesecondary fluid fill tube disposed within the primary fluid fill tube.2. The system of claim 1 wherein the device comprises a controllablevalve to selectively vent the secondary storage tank to atmosphere. 3.The system of claim 1 wherein the device comprises an air pump.
 4. Thesystem of claim 1 wherein the secondary fluid storage tank includes abladder disposed within a rigid tank and coupled to the secondary fluidfill tube for storing the secondary fluid, and wherein the device thatselectively lowers pressure is coupled to the rigid tank to selectivelylower pressure within the rigid tank.
 5. The system of claim 1 whereinthe device that selectively lowers pressure operates to selectivelyincrease pressure within the secondary fluid storage tank to facilitatedistribution of the secondary fluid.
 6. The system of claim 1 whereinthe device that lowers pressure lowers pressure to a level belowatmospheric pressure.
 7. The system of claim 1 wherein the device thatselectively lowers pressure lowers pressure to open a check valvedisposed within a terminal end of the secondary fill tube and draws airfrom atmosphere into the secondary fluid fill tube.
 8. The system ofclaim 1 further comprising a check valve disposed near a terminal end ofthe secondary fluid fill tube, wherein the device that lowers pressurelowers the pressure to open the check valve and allow the secondaryfluid to move away from the check valve after at least partially fillingthe secondary fluid tank.
 9. The system of claim 1 wherein the devicelowers pressure until the secondary fluid moves to a heated region ofthe vehicle.
 10. The system of claim 1 wherein the secondary fluid filltube is routed near heat rejecting elements of the vehicle to passivelyheat the secondary fluid during vehicle operation.
 11. The system ofclaim 1 further comprising a heating element positioned near thesecondary fill tube away from the primary fluid fill tube.
 12. Thesystem of claim 1 further comprising at least one sensor to detectoperating conditions used to control the device coupled to the secondaryfluid storage tank.
 13. The system of claim 12 wherein the at least onesensor detects presence of secondary fluid within an associated portionof the secondary fill tube.
 15. The system of claim 1 wherein the devicecoupled to the secondary fluid storage tank operates to increasepressuring within the secondary fluid storage tank to stop flow of thesecondary fluid into the secondary fluid fill tube during filling of thesecondary fluid storage tank.
 16. The system of claim 1 wherein thedevice coupled to the secondary fluid storage tank comprises at leastone valve operable in response to a command signal.
 17. A system onboarda vehicle for receiving a primary fluid and a secondary fluid from adispensing system having a single nozzle for delivering both the primaryand secondary fluids through corresponding supply tubes within thenozzle, the system comprising: a secondary fluid fill tube having atleast a portion disposed within a primary fluid fill tube, the primaryand secondary fluid fill tubes interfacing with the corresponding supplytubes within the nozzle; a primary fluid storage tank connected to theprimary fluid fill tube; a secondary fluid storage tank connected to thesecondary fluid fill tube; a device coupled to the secondary fluidstorage tank that selectively moves the secondary fluid away from theportion of the secondary fluid fill tube disposed within the primaryfluid fill tube; and a controller in communication with the device forcontrolling the device to move the secondary fluid.
 18. The system ofclaim 17 wherein the device coupled to the secondary fluid storage tankcomprises an air pump.
 19. The system of claim 17 wherein the secondaryfluid storage tank comprises a rigid outer tank with a flexible innerbladder and wherein the device coupled to the secondary fluid storagetank comprises: a solenoid controlled pressure valve; a vacuum valve;and an air pump coupled, wherein the pressure valve is coupled to afirst port of the air pump and the rigid outer tank and the vacuum valveis coupled to a second port of the air pump and the rigid outer tank.20. A system onboard a vehicle for receiving a primary fluid and asecondary fluid from a dispensing system having a nozzle for deliveringthe primary and secondary fluids, the system comprising: a secondaryfluid fill tube having at least a portion co-located with a primaryfluid fill tube, the primary and secondary fluid fill tubes interfacingwith corresponding supply tubes of the nozzle; a primary fluid storagetank connected to the primary fluid fill tube; a secondary fluid storagetank connected to the secondary fluid fill tube; at least one valveoperable in response to a command signal; and a controller incommunication with the at least one valve that operates the at least onevalve in response to detecting completing of a filling event of at leastpartial filling of the secondary fluid storage tank to move thesecondary fluid to a heated region of the vehicle to inhibit subsequentfreezing of the secondary fluid.